Valve-gear for internal-combustion engines



A. soon.

VALVE GEAR FOR INTERNAL COMBUSTION EN GINES.

APPLICATION FILED .IULY 17,1920. y

- Patented June 28, 1921..

2 SHEETS*SHEET l.

'In/f/fenfor A. SCUT. VALVE GEAR FOR INTERNAL COMBUSTION ENGINES'.

APPLICATION FILED JULY 17,1920.

Patented June 28, 1921.

2 SHEETS-SHEET 2.

15m/e nfofr A UNITED STATES PATENT OFFICE.

'VALVE-GEAR FOB INTERNAL-COMBUSTION ENGINES.

Application led July 17, 1920.

Specification of Letters Patent.

Patented J une 28, 1921.

serial No. 397,042.

(GRANTED UNDER THE PROVISIONS 0F THE ACT 0F MARCH 3, 1921, 41 STAT. L., 1313.)

To all whom it may concern:

Be it known that I, ANNIE Soorr, a subject of the King of Great Britain and 1reland, residing at Perham road, Viest Kensington, in the county of London, England, have invented a new and useful Valve- Gear for Internal-Combustion Engines, for which I have filed an application in Great Britain on Feb. 2li, 1919, for Patent No. 138,183, and of which the following is a specification.

This invention relates to valve gear for valves of the shuttle type for internal coinbustion engines and has for its object obtaining a perfect valve action which is positive and noiseless in action and dispenses witl the usual mechanical gear. A further object of this invention is to prevent fiuttering or bouncing of valves of this type.

I attain these ends by actuating the valves by compressed air and by the exhaust gases from the working cylinders, by utilizing the working cylinders and their pistons as distributing valves for compressed air and gases and by the creation at certain times in the cycle of increased friction on the shuttle valves.

In the accompanying drawing which shows by way of example the application of this' invention to a four cylinder engine working on the Otto cycle v Figures l and 2 are views in sectional side and end elevation of the cylinders showing the various ports.

Fig. 3 is a view in sectional plan on line ai Fig. l.

Fig. 4 is a view on an enlarged scale of one of the working cylinders and pistons.

Figs. 5 and 6 are diagrams showing the connections between the several working cylinders and the several valve cylinders.

Fig. 7 is a view of the working cylinders in sectional elevation showing the pistons in their relative positions when the valves are in the positions shown in the diagrams Figs. 5 and 6, and,

Fig. 8 is a view on an enlarged scale of the device for creating additional friction on the valves.

Throughout the views similar parts are marked with like letters of reference.

0n each of the working cylinders afpreferably on opposite sides-are mounted horizontally disposed valve cylinders and c for the inlet and exhaust valves respectively said valves being of the shuttle type. At or about the center of the length of each of the valve cylinders b are a pair of ports al. and d1 the former of which is in communication with the carbureter and the latter of which is in communication with the inlet port al of the working cylinder. rThe valve cylinders c each have similar ports e and c1 the former in communication with the atmosphere and the latter in communication with the exhaust port a2 of the working cylinder.

The piston valves f and g are made in the form of spools and each is of such a length that the space between the end parts of each is sufiiciently long to fully open the ports (Z and (Z1, e and el and one of said end parts is suihciently long to close said ports.

` 1n each inlet valve cylinder Z) are four ports two 72, and h1 for the admission of the compressed air for the operation of the shuttie valve f in same to open and close it respectively and two exhaust ports h2 open to the atmosphere.

in each exhaust valve cylinder c are similar ports le, 791 and 762 which function in a similar manner to the ports 7b, h1 and tz to operate the shuttle valve g to control the exit of the exhaust gases from the working cylinder. The exhaust ports h2 and 7a2 are so located that a certain vamount of air or gas is trapped for cushioning purposes.

In each of the working cylinders a at or near the lower end thereof, are iive ports four of which are arranged in two pairs diametrically opposite to one another. One pair of ports m and vnf-hereinafter called the valve-operating ports-are arranger a short distance above the other pair of ports n, and n-hereinafter called the charging ports.7 The other port 0-hereinafter called the exhaust gas port-is arranged in a suitable position above the ports m and m'.

In the piston p of each working cylinder is formed a chamber 791 out of which leadsthrough the wall of the pistontwo diametrically opposed ports r and r hereinafter called the distributing ports. These ports as the piston approaches the lower end of its cylinder iirst register with the valveoperating ports m and m and a little later with the charging ports n and n the location of said two series of ports relative to the stroke of the piston and to one another, and the position of the distributing ports#l and 1 in the piston; relative to the head of the piston, being such that: (l) vthe valve operating ports m and m are not at any, time put into communication with theY ing' cylinder are connected by one or more' suitable passages or pipes m1 to the port 7L of the inlet valve cylinder and tothe port 761 of the; exhaust valve cylinder of a `different Working cylinder and to the port [L1 of the inlet valve cylinder of yet another different Working cylinder said connections being deter'minedby the sequence of iring,

The Vcharging ports, n, of each werking cylinder are cdnnected bysuitable passages or pipes, a1, with the compressed air cham; bers orcontainers-diagrammatically shown by, a2, in Fig; Q-Which may be of any suit` able type. The containers are kept charged by va piston, w, operating in a chamber, w1. This chamber is closed by a cap When in use and the piston is arranged to control Vthe inletport, tot, which is open to atmosphere, and the exhaust port, 105, communicating, by a pipe, fw, with the container. The pis ton, w, is operated by any suitable means such as, throughan eccentrically operated rod, w3, from the vcrank shaft ofthe engine.

The exhaust gas lport 0 in each Working cylinder is connected by a suitable passage or pipe o1 with 'the port 7c, of its own exhaust valve cylinder. All other conditions being equal it is preferred to so arrange the sequence of iring as to make the connecting passages or pipes m1, n1 and 01 as short as possible.;

The operating of the valve gear in Which the order of firing in the cylinders is l, 2, 3, 4, isas follows On the induction stroke of say No. l Working cylinder, as the `Working piston approaches the end of the induction stroke the distributing ports r in said pistoln register with the valve-operating ports m and put the chamber p1 in the piston 29 into communication with the ports h1 and 7L of.' the inlet valve lcylinders ,ot Nos. 3 and 4 Working cylinders and with therport 761 of the exhaust valve cylinder (c of No. 4; Working cylinder, butas the pressurein said chamber after ,the distributing ports in! the piston have passed the valve operatinglports on the upward stroke of the piston is at or near atmospheric pressure no action of said valves takes place. When' the Working piston the chamberof vthe piston again in communi cation ivithythe ports h1 and L ofthe valve cylinders of No. 3 and No. 4 working cylinders and With the port 761 of the exhaust ,valve cylinder c of No. l Working cylinder.

As, however, the Working piston of No. 3

cylinder is on its exhaust stroke the inlet valve off said cylinder is closed and consequently the exhaust port h2 in the valve cylinder 1s open which allows the compressed airto escape. Furthenas the Working pis- I ton of No. 4 cylinder is on its firing stroke both the inlet valve and the exhaust valve of said cylinderare closed and the pressure of the compressed air reduced by reason of the open passage h2 through the inlet valve cylinder of No. 3 working cylinder will be insufiicientto operate `said inlet and exhaust valves against the pressure in the Working cylinder acting on them.

As the Working piston reaches the end of its'firingstroke, the distributing` ports r again register With the valve-eperating ports u m but as the pressure in the chamber of the piston has already been exhausted, as before described .on the compression stroke, no action of either the inlet valves of No. 3 and No. l Working cylinders or the exhaust valve f of No. i Working cylinder takes place. At the endv of firing stroke the distributing ports r again register WithV the charging ports n and the chamber of the piston again becomes charged with compressed air from the external container. Then the exhaust gas port 0 in the Working cylinder is uncovered by the piston during Vthis stroke the pressure Within the, Workingcylinder passes to thecylinder of the exhaust valve of said Working cylinder andopens it due to the area of thevalve exposed to the pressure in the valveV cylinder being greater than the area of the valve exposed by the port a? to the pressure in the Working cylinder.

On the exhaust strokeof theworking piston when 'the distributing ports r register with the valve'operating ports mV the compressed air from the chamber in the piston passes once more to the inlet valvecylinders of Nos. `and et Workingcylinders and to the exhaustfvalve cylinders of No. 4 Working cylinder this time operating to close'the inlet valve of No. 3 cylinder Which at the com# mencement of this stroke vvas open, to open the inlet valve of No. fl cylinder and to close the exhaust valve of No. 4 cylinder which at this point of the cycle are not under pressure from the Working cylinder.

It will be seen that the valves f and g are only operated during the exhaust strokes of one or the Working cylinders and that on the other strokes no effective Work is done because of the positions of the valves in their respective cylinders.

Between each oiz the valve cylinders b and c and the adjacent Working cylinder is a recess .s which is in axial alinement' with the valve cylinder and through Which the ports al and a2 pass. In these recesses are sliding plates t adapted to move with the valves f or g and to cover and uncover the ports d or c between the valve cylinders and the Working cylinders. The connection between the sliding plates t and the piston valves f or g is such that said plates partake ot the movement ot said valves but are free to move radially or transversely in relation thereto sol that they are tree to take a bearing on either oi the faces of the recesses s in which they Work. A convenient coupling is that shown which consists of a pin c carried by the plate t and adapted to engageby an easy lit-with a radially arranged hole in one of the end parts of the valve. The size of the sliding plates t is such that when they are pressed up against one or other of the faces of the recesses s by reason either of the pressure or the suction in the Working cylinders suiiicent friction is created to prevent the piston valves--Which as before stated are coupled to them-itrom fluttering or bouncing atthe ends of their strokes and further the area of plates t exposed to internal pressure ot working cylinders must be less than the areas ol' the end parts of the valves which are actuated to open the exhaust valves only. The preferred construction is to so arrange the sliding plates in relation to the valves that said plates close the ports between the AWorking cylinders and the valve cylinders when said ports are closed by the valves so that said valves are not subjected to either the iiame or pressure arising trom the tiring ci the Working charge in the Working cylinders.

It will be apparent that the ports m and 'a are only duplicated in each Working cylinder for convenience in construction as a single port will suffice it it and its connections are made large enough.

What I claim is l. In a valve gear for internal combustion engines the combination of `,tour Working cylinders or multiples thereof with .inlet and exhaust valves of the shuttle type the former operated entirely by compressed air and the latter operated partly by compressed air and exhaust gases from the Working cylinder Whose pistons act as distributers.

2. In a valve gear for internal combustion engines the combination with tour Working cylinders of valve cylinders mounted on the side of the Working cylinders, of valves of the shuttle type Within the valve cylinders, of sliding plates between the Working and valve cylinders and attached to the valves, of inlet and exhaust ports within said valve cylinders and ports Within the pistons of the Working cylinders receiving and distributing compressed air to the valve cylinders.

3. In a valve gear for internal combustion engines the lcombination With tour Working cylinders ot valve cylinders mounted on the side of the Working cylinders, of valves of the shuttle type Within the valve cylinders, of sliding plates between the Working and valve cylinders and attached to the valves, of inlet and exhaust ports Within said valve cylinders, portsV Within the pistons of the Working cylinders receiving and distributing compressed air to the valve cylinders and chambers Within said pistons.

t. In a valve gear for internal combustion engines the combination With Jfour Working cylinders or" valve cylinders mounted on the Working cylinders, of valves of the shuttle type Within the valve cylinders, of sliding plates between the Working and valve cylinders and attached to the valves, of inlet and exhaust ports Within said valve cylinders and ports Within the pistons of the Working cylinders receiving and distributing compressed air to the valve cylinders7 of containers for receiving the compressed air and pipes for conveying the compressed air from one part of the engine to another.

Dated this 28th day of June, 1920.

ANNIE SCOTT. 

